Power-transmission device.



No. 808,769. PATENTED JAN. 2, 1906.

G. W. MARBLE. POWER TRANSMITTING DEVIOEL.

APPLICATION FILED 17130.15, 1904.

4 SHEETS-SHEET l.

No- 808,769. PATENTED JAN. 2, 1906. G. W. MARBLE.

POWER TRANSMITTING DEVICE.

APPLIGATION FILED DEO.15, 1904.

4 SHEETS-SHEET 2.

No. 808,769. PATENTED JAN. 2,1906.

G. W. MARBLE.

POWER TRANSMITTING DEVICE.

APPLICATION FILED DEC. 15, 1904.

4 SHEETS-SHEET 3.

No- 808,769. PATENTED JAN. 2, 1906. G. W. MARBLE. POWERTRA'NSMITTINGDEVICE.

APPLICATION FILED 1330.15, 1904- 4 SHEETS-SHEET 4..

UNITED STATES PATENT OFFICE.

POWER-TRANSMISSION DEVICE.

Specification of Letters Patent.

Patented Jan. 2, 1906.

Application filed December 15, 1904:. Serial No. 287,011.

To (LN, whom, it may concern.-

Be it known that I, GEORGE W. MARBLE, a citizen of the United States,and a resident of the -city of Chicago, in the county of Cook and Stateof Illinois, have invented certain new and useful Improvements in Power-Transmission Devices; and I do hereby declare that the'following is afull, clear, and exact description of the same, reference be ing had tothe accompanying drawings, and to the letters of reference markedthereon, which form a part of this specification.

This invention relates to power-transmis sion devices, and moreparticularly to a reversible power-transmission device operating byfriction. Heretofore many transmission devices having toothed gears,some of which are of a planetary form and others adapted to permit onegear to slide into engagement with another, have been constructed. Withthese devices much difficulty has been eX- perienced, owing to the wearand stripping of the gears. Many of the frictional transmission devicesheretofore constructed have either been adapted for but a single speedof drive or have been constructed to vary the drive by shifting thedriven element radially of the driving element. In such frictionaltransmission constructions the slipping of one of said frictionalelements with respect to the other causes considerable wear and tends toshorten the life and destroy the efficiency of the device when in use.

The object of this invention is to provide a reversible speed and powertransmission mechanism adapted to be used in connection with a constantspeed or any suitable motor and in which the driving elements orfriction members may be operated continuously, if

preferred, and in which two speeds of drive in either direction areafiorded for the driven element.

It is also a further object of the invention to afford a construction inwhich the driven element is adapted to be moved into and positively heldin engagement with the driving friction element and also one in whichthe friction-faces are inclosed to prevent access of dust or moisture.

It is also an object of the invention to af- The invention is shownembodied in a car or car-truck for convenience, though obviously thesame may be adapted for many other purposes'than the propulsion of vehicles.

The invention embraces many novel features and consists in the mattershereinafter described, and more fully pointed out and de scribed in theappended claims.

In the drawings, Figure 1 is a top plan view of a device embodying myinvention, showing the same embodied in connection with a car. Fig. 2 isa side elevation of the same. Fig. 3 is an enlarged horizontal sectionof a device embodying my invention. Fig. 4 is a section taken on line 44 of Fig. 3. Fig. 5 is a section taken on line 5 5 of Fig. 3. Fig. 6 isa section taken on line 6 6 of Fig. 3. Fig. 7 is a section taken on line7 7 of Fig. 3. Fig. 8 is an enlarged fragmentary detail illustrating theshifting mechanism. Fig. 9 is a central vertical section of the sametaken longitudinally of the shaft. Fig. 10 is an enlarged transversesection of the bearing for the outer end of the driven or transmissionshaft. Fig. 11 is a section taken on line 11 11 of Fig. 10. Fig. 12 is aside elevation of the same.

As shown in said drawings, A indicates the side sills of a truck or acar, such as an inspection-car. a indicates the end sills thereof.

(1 indicates two transverse carrying members or sills positioned onopposite sides of the center of the truck and rigidly secured to theside sills. Said carrying members or sills a, should the device be usedas a car-truck, are positioned on opposite sides of the truck bolster,the ends of which rest upon and are secured to the side sills, but whichin the present instance is not shown.

Rigidly supported on one or both ends of the truck on the end sills aare the motors B and B, herein shown as internal-combustion engines ofany preferred construction, though obviously other preferred motors maybe used.

Supported upon the central transverse carryingsills a is a gear-case C,constructed of cast metal or other suitable material and, as shown,provided with laterally-directed lugs or straps c, which may be integraltherewith, if preferred, and which rest upon and are bolted or otherwiserigidly secured upon said transverse members a. J ournaled in saidgear-case transversely of the car-frame are the rotative shafts C, C Cand C, of which the shafts C and C are disposed in opposite sides of thegear-case at approximately the same level and the shafts C and C arejournaled equidistant from each and above and below the same and atgreater distance between centers. The ends of all said shafts extendthrough the inner end of the gearcase to approximately a centralposition in the truck and are each provided with a drivingfriction-wheel D, D, D and D, respectively, which are rigidly engagedone upon the extremity of each of said shafts and of whichfriction-wheels upon the shafts C and C afford a pair of equal size andthose upon the shafts C and C are of equal size, but smaller than thefriction-wheels D and D. The end of the shaft C projects through theouter end of the gear-case, as shown in Fig. 1, and secured thereon aresprocket-wheels b, which are connected with the motors B and B at theends of the car by means of the sprocket-chains b and b whereby saidshaft is driven by said motors. Rigidly secured on the shafts C and Gwhich drive the friction wheels D and D, are intermeshing gears c and cof equal size, causing said shafts to rotate oppositely and at equalspeed. On the shaft C is secured a pinion c", which intermeshes with alarger gear 0 on the shaft C, causing said shaft C to rotate oppositelyfrom and much slower than the rotation of the shaft C. The smallerfriction-wheel D carried on the shaft C, is thus driven at a slower ratethan the larger friction-wheel D, carried on the shaft 0 which revolves1n the same direction. A pinion c of the same size as the pinion c issecured on the shaft O within said gear-case and intermeshes with a gear0 on the shaft 0 equal in size with the gear 0 on the shaft C, thusrotating the shaft C in the same direction with the shaft C. Thefriction-wheel D on the shaft C is of the same size as thefriction-wheel D and rotates at the same peripheral speed, butoppositely. Journaled in alinement with the axis of said gear-case is atransmission-shaft E, which is journaled at its outer end, as shown,upon a longitudinal beam 6, secured at its ends upon the centraltransverse sills a and in close relation to the side sill A. As shown,upon the end of said shaft is secured a bearing-sleeve c, shaped on itsouter surface to afford one member of a ball-andsocket bearing, as shownin Figs. 10 to 12, inclusive, and fits in a bearing-box c complementaltherewith, thus affording considerable amplitude of movement at theother end of said shaft or that adjacent the driving fliction-wheels.Rigidly secured upon the inner end of said shaft E in close relation tothe driving friction-wheels and inclosing the same is a friction drum orshell E, which, as shown, comprises a hub portion and a peripheralflange 6 within which said driving friction-wheels project and whichafford an internal friction-surface adapted to engage the periphery ofany of said driving frictionwheels when adjusted thereto. Means areprovided for adjusting said friction drum or shell into frictionalengagement with the friction-wheel D and then D for the drive in onedirection or D and then D for the drive in the other direction. Closelyadjacent the hub of the friction-shell E is an adjustable bearing forsaid shaft which, as shown, is supported upon a short longitudinal beamor sill 6 supported at its ends on the transverse sills a. Said bearingcomprises a bearing box e and cap a therefor rigidly secured thereto bymeans of stud-bolts or other suitable means and in which revolves acylindric sleeve 0 which at one end projects beyond the box and isprovided with sprocket-teeth adapted to be engaged by a sprocket-chaine, which passes around the same and the ends of which are secured to theopposite extremities of a centrally-pivoted bar 6 carried upon the capSaid bar is provided with a central lever-handle e at right anglestherewith, as shown in Fig. 8, and whereby said bearing-sleeve a can bepartly rotated within the journal-box. Said sleeve is provided with arelatively broad diametrical slot therein, as shown in Fig. 8, in whichis slidably secured bearing-blocks e, in which the shaft E is journaled.As shown, means are provided for sliding the bearing-block with saidshaft in said slot to bring any one of the friction-wheels D, D, D, or Dinto driving engagement with the periphery e of the transmissionfriction-drum comprising a lever G, pivoted on said sill or beam 6 andextending upwardly through the floor of the truck or car and providedwith a detent and notched segment 9 therefor, as shown in Figs. 3 and 8.Said lever is connected, by means of a connecting-rod g, with thebearing-block e for said shaft and acts when the bearing-sleeve e isproperly adjusted to adjust the end of said shaft and to hold the samerigidly adjusted by means of said segment. Means are also provided foslightly elevating or depressing the end of said shaft to adjust thesame to the desired driving friction-wheel, comprising a bell cranklever pivoted on said beam or sill e comprising an upwardlydirected endG, affording an operating handle or lever, and a right-angled arm 9,which extends below said bearing and is pivotally connected with an arm9", also connected on the bearing block 6 for said shaft. Said shaft canbe quickly adjusted vertically by adjusting the sleeve 6 and shiftingsaid lever, and a toothed segment and detent g, as shown, holds theshaft in adjusted position. Sprocket-wheels e are rigidly secured onsaid shaft E and sprocket-chains E lead therefrom to corre- I partssponding sprocket-wheels secured upon the I vehicle-axles, whereby thepower of the motors is delivered to drive the car or vehicle.

The operation is as follows: Should the transmission mechanism be usedin connection with a vehicle, and it is described with reference to arailway truck or inspectioncar, one or more motors may be provided uponthe truck, which may be located at the ends of the truck or in anypreferred location and the transmission mechanism may be secured, asshown, centrally of the vehicle or elsewhere, as convenience dictates.The drive being direct to the shaft C, the gearing in the gear-caseintermeshes to cause two of the adjacent shafts to revolve in the samedirection, and the remaining two, closely adjacent to each other, torevolve in the opposite direction. These shafts, as shown, each carry adriving friction-wheel, of which the friction-wheels D and D revolve inone direction, while the oppositely-disposed friction-wheels D and Drevolve in the other. The friction-wheels D and D as before described,revolve at a very slow rate as compared with the rate of the largerfrictionwheels D D. The bell or drum E of the transmission mechanismfits loosely over said drivingfriction-wheels and normally is out ofcontact with all of the same. When, however, it is desired to'propel thevehicle in either direction or to transmit power to the mechanism to bedriven, be it a vehicle or other mechanism, the shell or drum is shiftedin one or the other direction to bring its peripheral surface first intofrictional engagement with the slow-speed driving friction wheels D or Ddependent on the direction of movement desired. After the load isstarted the transmission friction-drum is shifted into engagement withthe appropriate high-speed driving friction-wheels D or D. This isaccomplished by adjusting lever e to bring the slot in the sleeve 6 intoradial alinement with the frictionwheel to be engaged and then shiftingthe transmission friction-drum by means of one or both levers G and G,bringing the friction face thereof into positive engagement with theappropriate driving friction wheel. The detents for said levers serve torigidly lock the bearing-sleeve for said shaft in the desired adjustedposition, and thus hold the in driving relation until released by theproper manipulation of saidlevers. It is evident that eitherfriction-wheel of one pair acts powerfully as a brake against movementof the transmission-shaft occasioned byeither of the others.

Obviously, if preferred, where slow speed is not required thefriction-wheels may all have the same peripheral speed in thisconstruction, and the adjusting-sleeve 0 may be permanently secured withthe slot at the appropriate angle to enable the driven friction memberto be moved simultaneously into en agement with both friction wheels ofeit er pair of driving friction-wheels, and as it is obvious that therelative position of the driving friction-wheels remains unchanged atall times the entire adjustment of the driven friction member may beaccomplished by the use of a single lever, if preferred. In such aninstallation, inasmuch as two of the driving friction-wheels engage thedriven member simultaneously, a relatively large frictional surface isat all times afforded, thus securing the desired drive with smallslippage. The reverse may of course always be utilized as a powerfulbrake, if desired.

Obviously, owing to the construction described, all parts of themechanism are at all times readily accessible, and as it is onlynecessary to remove the caps of the boxes for the shaft E to permit saidshaft and the driven friction member to be lifted away, exposing thedriving friction-wheels.

It is an important feature of my invention, especially where used forpurposes of propelling vehicles or wherever exposed to atmosphericchanges, that the driving mechanism is at all times protected frommoisture finding its way therein, and in consequence the transmissionmechanism cannot vary in effi= ciency.

While I have described my invention with reference to its use intransmitting the power of a motor to propel a vehicle, it is obvious theinvention may be used for any and all purposes where the power of amotor of any desired kind is to be transmitted to propel or drivemechanism of any kind. I therefore do not desire to be limited in thisapplication for patent otherwise than necessitated by the prior art, asobviously many details of construction-may be varied without departingfrom the principles of this invention.

I claim as my invention 1. The combination with a motor-shaft, of aplurality of pairs of shafts driven therefrom, the shafts of each pairbeing driven oppositely, a plurality of driving friction members onsaidshafts, a driven friction member adapted to be engaged by either ofthe driving friction members of one pair of shafts in driving and ofanother pair in reversing, a driven shaft, and an operative connectionbegween the same and the driven friction mem- 2. In a machine of theclass described, the combination with a driving-shaft and an oppositelyrotative shaft driven thereby, of a friction wheel on each of saidshafts, a driven friction member inclosing the same and adapted to beengaged and driven by either and mechanism for adjusting the drivenfriction member into engagement with either of said wheels.

3. In a transmission device the combination with parallel shafts ofintermeshing gears thereon, a motor-shaft, positive connection betweenone of said shafts and said motor-shaft, a driving friction-wheel oneach of said parallel shafts, a driven friction member comprising ashell or drum extending over the driving friction-wheels and mechanismadapted to shift the same into engagement with any of the drivingfriction-wheels.

4. In a transmission device the combination with a plurality of parallelshafts one of which is motor-driven, of intermeshing gears on saidshafts rotating the same oppositely, a driving friction wheel on eachshaft, a driven friction member adapted to engage the same, meansadjusting the driven friction member into engagement with any drivingfriction-wheel and operative connection between the driven frictionmember and the mechanism to be operated.

5. In a transmission device the combination with a motor-shaft and aplurality of shafts geared to rotate oppositely in pairs, of a drivingfriction-wheel on each of said lastnamed shafts, one of each pairoperating at high speed and the other at low speed, atransmission-shaft, a friction drum or shell rigidly secured thereon andpartly inclosing the driving friction-wheels, operative connectionsbetween the transmission-shaft and the mechanism to be operated andmeans adapted to adjust the shell or drum into engagement with anydriving friction-wheel.

6. In a device of the class described the combination with parallelshafts of operative connections between the same whereby two of saidshafts rotate oppositely from one another at a high and at a low speedrespectively, driving friction wheels on the extremity of each shaft,that on the low-speed shaft being smaller than that on the high, atransmission-shaft, a driven friction member secured thereon and partlyinclosing the driving friction-wheels and mechanism adapted to bring anyof the driving friction-wheels into operative engagement with the drivenfriction member and one or more chain-andsprocket connections betweenthe transmission-shaft and the mechanism to be operated.

7. A transmission device comprising a motor-shaft, parallel shaftsdriven therefrom, intermeshing gears acting to drive two of said shaftsin one direction and two in the opposite direction and one of each pairat high speed and the other of each pair at a relatively low speed, adriving friction-wheel on each of said shafts, those on the low-speedshafts being the smaller, a transmissionshaft, a driven friction memberthereon which partly incloses the driving frictionwheels, adjustingmeans adapted to shift the driven friction member into engagement withany of the driving friction wheels whereby the transmission-shaft isdriven in either direction and at high or low speed.

8. In a machine of the class described parallel rotatable shafts, amotor-shaft acting to drive one of said shafts, operative connectionsbetween the shafts adapted to drive two in one direction and two in theopposite direction, one of the shafts of each pair rotating at slowspeed, a small driving frictionwheel on each of the latter shafts, alarger driving friction-wheel on each of the other shafts, atransmission-shaft, a friction shell or drum thereon adapted to extendover and partly inclose the driving friction-wheels, and an adjustablebearing for the transmissionshaft adjacent the friction-shell wherebysaid shaft is afforded an orbital movement in adjusting thefriction-shell to the selected driving friction-wheel and one or morelockinglevers adapted to hold said shaft in its adjusted position.

9. In a frictional transmission, the combination with a transmissionfriction-shell, of a plurality of driving friction-wheels arrangedtoengage the same, said driving frictionwheels comprising independentlow and high speed driving and reverse friction-wheels and mechanismadapted to engage any of said friction-wheels with the friction-shell.

10. In a machine of the class described, high and low speed drivingfriction-wheels and high and low speed reversing frictionwheels, adriven friction-shell adapted for adjustment into engagement with anyselected friction-wheel and adjusting mechanism acting positively toengage the parts in driving relation.

11. The combination with a hollow driven element ofcontinuously-rotating high and low speed driving elements and high andlow speed reversing elements engaging within said driven element andadjusting means adapted to engage the driven element with any selecteddriving element independently.

12. The combination with high and low speed driving friction-wheels andcorresponding reversing friction-wheels of a drum adapted to engage anyof the same, a shaft driven thereby, a bearing adjacent the drum andmeans affording an orbital adjustment of said shaft independent of itsrotation adapted to adjust said drum into engagement with any selecteddriving or reversing frictionwheel.

13. The combination with parallel shafts arranged in planesapproximately at right angles with each other, of intermeshing gearsdriving two of said shafts oppositely from the others, a drivingfriction-wheel on the outer end of each shaft, two of the oppositelyrotating friction-wheels having a low and two a high peripheral speed, afriction-shell partly inclosing all of said friction-wheels, atransmission-shaft secured axially therein, a bearing for said shaftadjacent the shell and means associated therewith adapted to afford anorbital movement for said shaft independent of its rotation and adaptingthe shell for engagement with any of the friction-wheels and meanscommunicating the motion of the transmission-shaft to the mechanism tobe driven.

14. A transmission device comprising rotatable shafts, friction-wheelson corresponding ends thereof, a friction-shell partly inclosing thesame, a transmission-shaft axially engaged therein and means adjustingsaid friction-shell into engagement with any of the drivingfriction-wheels comprising a bearing for the transmission-shaft, anadjustably-slotted sleeve in which the bearing slides, a lever forrotatin said sleeve and means adjusting the shaft in said slot, therebyaffording an orbital adjustment of the shaft and shell.

15. In a device of the class described a positivelyacting drivingfriction-wheel, a drum adapted to engage the same and be driven thereby,means adapted to adjust the drum into engagement with the drivingfriction-wheel comprising a rotatable bearing and a transversely-movableblock therein, afiording an orbital adjustment for the drum.

16. In a device of the class described, a driving friction element, adriven element, a transmission-shaft engaged thereon, a rotatablediametricallyslotted sleeve on said shaft, a sliding bearing-block insaid sleeve, a lever adapted to rotate the sleeve, a lever adapted tomove said shaft horizontally in the sleeve and mechanism adapted to varythe altitude of the shaft inde endently or simultaneously with thepartia rotation of the sleeve.

17 The combination with a driven friction member and itstransmission-shaft, of means adjusting the friction member and shaftcomprising an adjustable bearing at one end of the shaft,orbitally-adjustable bearing near the other end of the same and adjacentthe friction member and comprising a rotatable slotted sleeve,bearing-blocks slidable therein in which the shaft is j ournaled, alever engaged thereon and acting to adjust the sleeve, a horizontallyand a vertically acting shifting-lever for the bearing-block, all ofsaid levers being capable jointly of affording an orbital adjustment ofthe shaft and friction member.

18. In a transmission device, driving friction members com rising highand low speed drive and high an low speed reverse wheels, atransmission-shaft, a friction-shell engaged thereon and partlyinclosing said wheels and adapted to be adjusted into driving engagementwith either of said wheels.

In testimony whereof I have hereunto subscribed my name in the presenceof two subscribing witnesses. I

GEORGE W. MARBLE.

Witnesses:

W. R. DONALDSON, C. W. HILLs.

